^. 


IMAGE  EVALUATION 
TEST  TARGET  (MT-3) 


m 


1.0 


I.I 


u  lU   12.2 

:  itt  no 


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V^ 


-"^ 


Photographic 

Sciences 

Corporation 


as  WMT  MAIN  STMIT 

WnSTH.N.Y.  14SI0 

(7U)  t7a-4S03 


CIHM/ICMH 

Microfiche 

Series. 


CIHIVI/ICMH 
Collection  de 
microfiches. 


Canadian  Hiatituta  for  Historical  Microraproductions  /  Institut  Canadian  da  microraproductiona  lilatoriquaa 


Tachnical  and  Bibiiographio  Not«s/Not«s  tachniquat  at  bibliographiquaa 


Tha  Instituta  haa  attamptad  to  obtain  tha  baat 
original  copy  avaiiabia  for  filming.  Faaturaa  of  thia 
copy  which  may  ba  bibliographicaUy  uniquo. 
which  may  altar  any  of  tha  imagaa  in  tha 
raproduction.  or  which  may  significantly  changa 
tha  uaual  mathod  of  filming,  ara  ehackad  balow. 


0Colourad  covars/ 
Couvartura  da  coulaur 


r~~|   Covars  damagad/ 


D 


Couvartura  andommagia 


Covars  raatorad  and/or  laminatad/ 
Couvartura  raataurAa  at/ou  palliculAa 


□   Covar  titia  miasing/ 
La 


D 


D 
D 


D 


D 


titra  da  couvartura  manqua 


nn   Colourad  mapa/ 


Cartas  gAographiquaa  an  coulaur 


Colourad  ink  (i.a.  othar  than  biua  or  black)/ 
Encra  da  coulaur  (i.a.  autra  qua  blaua  ou  noira) 


rn   Colourad  plataa  and/or  illuatrationa/ 


Planchas  at/ou  illuatnitiona  an  coulaur 


Bound  with  othar  matarial/ 
RalM  avac  d'autraa  documanta 


Tight  binding  may  causa  shadows  or  distortion 
along  intarior  margin/ 

La  ra  liura  sarr^  paut  cauaar  da  I'ombra  ou  da  la 
diatorsiofi  la  long  da  la  margo  IntAriaura 

Blank  laavas  addad  during  rastoration  may 
appa«-  within  tha  taKt.  yNtwnmfT  possibia.  thasa 
havn  \».h»}  omittad  Vc.n  filming/ 
II  sa  peai  diua  cartainaa  pagaa  blanchas  aiout^as 
tors  d'una  raatauration  apparaissant  dans  la  taiita. 
maia,  loraqua  cala  Malt  poaaibia,  caa  pagaa  n'ont 
paa  «t«  film4as. 

Additional  commants:/ 
Commontairas  supplAmantairas: 


L'Institut  a  microfilm*  la  maillaur  axamplaira 
qu'il  lui  a  it*  possibia  da  s«  procurer.  Las  details 
da  eat  axamplaira  qui  sont  paut-Atra  uniquas  du 
point  da  vua  bibliographiqua.  qui  pauvant  modifier 
una  imaga  raproduita,  ou  qui  pauvant  axigar  una 
modification  dana  la  mithoda  normala  da  fiimaga 
sont  indlquta  ci-dassous. 


Q  Colourad  pagaa/ 
fagaa  da  coulaui 

p~|   Pagaa  damaged/ 


D 


f^agaa  da  coulaur 

Pagaa  damaged/ 
Pagea  andommagiaa 


□   Pages  restored  and/or  laminated/ 
Pages  restaurias  at/ou  peilicul*es  ' 

|~n   Pagaa  diacolourad,  stained  or  foxed/ 


Pages  dteoiories,  tacheties  ou  piquios 

Pages  detached/ 
Pagaa  d4tach4es 

Showthrough/ 
Transparence 

Quality  of  prir 

Qualit*  inigala  de  I'impression 

Includes  supplementary  matarii 
Comprend  du  matAriai  suppiimentaira 

Only  edition  available/ 
Seule  Mition  disponihia 


I     I  Pages  detached/ 

nn  Showthrough/ 

rn  Quality  of  print  varies/ 

rn  Includes  supplementary  material/ 

|~n  Only  edition  available/ 


Pages  wholiy  or  pertially  obscured  by  errata 
slips,  tissues,  etc.,  heve  been  ref timed  to 
ensure  the  best  possible  image/ 
Lea  pages  totalament  ou  pertieiiement 
obscurcies  per  un  feuillet  d'errata,  una  pelure. 
etc.,  ont  iti  fiimies  i  nouveau  de  fatfon  A 
obtanir  la  mailleure  image  possible. 


This  item  is  filmed  at  tha  reduction  ratio  checked  below/ 

Ce  document  est  film*  au  taux  de  rMuction  indiqu*  ci-dessous. 

10X  14X  ItX  22X 


MX 


30X 


y 

12X 


IfX 


aox 


MX 


32X 


Th«  copy  fllmad  h«r«  has  btn  raproduetd  thanks 
to  tha  ganaroaity  of: 

Nmw  Brunswick  MuMum 
Saint  John 


L'axamplaira  film*  fut  raproduit  grica  A  la 
g*n4roaiti  da: 

New  Brantwick  Mutium 
Siint  John 


Tha  imagas  appearing  hara  ara  tha  baat  quality 
poaaibia  eonaldaring  tha  condition  and  iagibility 
of  tha  original  copy  and  in  kaaping  with  tlta 
fiiming  eontract  spacifk»tlona. 


Laa  imagaa  suivantaa  ont  ttA  raproduitaa  avac  la 
plua  grand  aoin.  compta  tanu  da  la  condition  at 
da  la  nattatA  da  I'aKampiaira  flimA,  at  an 
GonformitA  avac  laa  condMona  du  contrat  da 
filmaga. 


Original  copiaa  In  printad  popar  oo^ara  ara  fUmad 
baglnning  with  tha  front  oovar  and  anding  on 
tha  laat  paga  with  a  printad  or  lliuatrattid  Impraa* 
•ion,  or  tha  back  covar  whan  appropriata.  All 
othar  original  copiaa  ara  filmad  baglnning  on  tha 
firat  paga  with  a  printad  or  iUiiatratad  Impraa- 
alon,  and  anding  on  tlia  laat  paga  with  a  printad 
or  Hluatratad  Impraaaion. 


Laa  axampiairaa  orlglnaux  dont  la  couvartura  an 
paplar  aat  ImprimAa  sont  fHmAa  an  coniman9ant 
par  la  pramiar  plat  at  an  tarminant  aoit  par  la 
damlAra  paga  qui  comporta  una  amprainta 
dlmpraaakMi  ou  dlilustration,  aoit  par  la  laeond 
plat,  salon  la  caa.  Toua  laa  autraa  axampiairaa 
originaux  sont  fMrnAa  an  commandant  par  la 
pramlAra  paga  qui  comporta  una  amprainta 
dImpraaakHi  ou  dlHuatration  at  an  tarminant  par 
la  damlAra  paga  qui  comporta  una  talla 
amprainta. 


Tha  laat  racordad  frama  on  aaeh  mierofloha 
shaN  contain  tha  symbol  «^  (moaning  "CON* 
TINUID").  or  tha  aymbol  ▼  (moaning  "END"), 
whichavar  appllaa. 


Un  daa  aymbolaa  sulvanta  apparaftni  sur  la 
damMra  Imaga  da  chaqua  microflcha.  aalon  la 
caa:  la  aymbola  -^signlfla  "A  8U1VRE",  la 
aymbola  ▼  signifia  "FIN". 


Mapa.  piataa.  charts,  ate.,  may  ba  fHmad  at 
diffaram  rwluction  ratkM.  Thoaa  too  larga  to  ba 
antlraly  includad  In  ona  axpoaura  ara  filmad 
baglnning  in  tha  uppar  laft  hand  comar.  laft  to 
right  and  top  to  bottom,  aa  many  franiaa  aa 
raquirad.  Tha  following  diagrama  llluatrata  tha 
mathod: 


Laa  caitaa.  planchaa.  tablaaux.  ate.,  pauvam  Atra 
fllmAa  A  daa  taux  da  rAductlon  diff Aranta. 
Loraqua  la  doeumant  aat  trap  grand  pour  Atra 
raproduit  an  un  saui  cllchA.  11  aat  fllmA  A  partir 
da  I'anghi  supAriaur  gaucha.  da  gaueha  A  droita. 
at  da  haut  an  baa.  an  pranant  la  nombra 
d'Smagaa  nAoaaaaira.  Laa  diagrammaa  suhrants 
lliustrant  la  mAthoda. 


1 

2 

3 

1 

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SHORTENING  THE  TIME  OF  PASSAGE 


BETWEEN 


NEW  YORK  AND  LONDON. 


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PRINTED  BY  ORDER  OF  Till    LEGISLATURE  OF  MAINE. 


■  >*i-- 


PORTLAND: 

HARMON    AND   WILLIAMS I'RINTEhH. 

1850. 


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T.A, 


PLAN 


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FOR 


SHORTENING  THE  TIME  OF  PASSAGE 


BETWEEN 


NEW  YOEK  AND  LONDON. 


PRIiNTED  BY  ORDER  OF  THE  LEGISLATURE  OF  MAINE. 


PORTLAND: 

HARMON  AND  WII.LIAMS.,..FRINTERS. 
18  50. 


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To  the  Honorable,  the  Senate  and  House  oj  Representatives  of  the 

Slate  of  Maine,  in  session  at  Augusta,  A.  D.  1850  : 

The  undersigned,  citizens  of  Maine,  respectfully  request 
your  honorable  body  to  cause  to  be  surveyed  and  ascertained, 
the  most  practicable  route  for.  a  Railway,  from  the  city  of  Ban- 
gor to  the  Eastern  Boundary  of  the  State,  in  the  general  direc- 
tion of  the  city  of  St.  John,  New  Brunswick;  and  to  take  such 
further  action  in  the  premises  as  will  tend  to  favor  the  construc- 
tion of  a  Railroad  from  the  city  of  Bangor  to  some  good  harbor 
on  the  Eastern  shore  of  Nova  Scotia,  or  Cape  Breton,  best  fit- 
ted to  become  the  entrepot  and  terminus  for  the  most  direct  line 
of  trans-Atlantic  navigation. 

From  the  easternmost  point  of  Nova  Scotia,  Cape  Canso,  in 
Latitude  45  deg.  17  min.  N.  and  in  Longitude  61  deg.  3min.  W. 
to  Galway  Bay,  in  Ireland,  in  Latitude  53  deg.  13  min.  N.  and 
in  Longitude  9  deg  13  min.  W.  the  distance  is  about  2000  miles. 
Assuming  a  speed  of  17  miles  an  hour  in  steam  vessels,  the 
Atlantic  Ocean  can  be  crossed  between  these  points  in^re  days 
time.* 

The  nearest  accessable  harbor. to  Cape  CansOiWhitehaven,  \\ 
Lat.  43  d.  10  min.  N.  Long.  61  d.  10  min.  W.  according  to  the  au- 
thority of  Admiral  Owen,  in  a  report  on  the  subject  made  to  Sir 
John  Harvey,  Sept.  5,  1846 — "is  a  mcst  splendid  and  commo- 
dious port,  at  the  nearest  available  point  of  North  America  to 
Ireland;  its  natural  facilities  greatly  exceeding  those  of  Halifax, 
or  any  other  point  upon  the  coast.  "  Galway  harbor  is  one  of 
the  finest  in  the  world,  having  great  advantages  over  Bristol  or 
Liverpool,  as  a  steam-ship  terminus. 

The  Gut  of  Canso  could  possibly  be  passed  by  a  bridge; 
but  upon  this  point  there  is  at  present  no  satisfactory  informa- 
tion. By  means  of  a  ferry  across  the  Gut  of  Canso,  the  line 
could  be  extended  to  Louisburgh  harbor  in  Cape  Breton,  still 

*B«e  note  A. 


further  east,  to  a  point  less  than  2000  miles  distant  from  Galway 
Bay — as  will  appear  by  the  accompanying  map  or  plan. 

From  Galway  to  Dublin,  a  line  of  Railway  is  nearly  comple- 
ted across  Ireland,  and  is  in  actual  operation  from  Dublin  to 
Mullinaar,  a  distance  of  50  miles.  From  Dublin,  the  distance 
of  G3  miles  across  the  Irish  Channel  to  Holyhead,  is  passed 
with  steam  packets,  at  the  rate  of  18  miles  an  hour,  to  which 
place  the  Chester  and  Holyhead  Railway  is  already  finished, 
connecting  with  Liverpool  and  London — crossing  the  Menai 
Strait  by  the  Brittannia  Tubular  Bridge,  which  was  opened  for 
traffic  on  the  18th  of  March,  1850. 

The  route  of  the  steamship  from  Liverpool  to  New  York 
passes  near  to  Cape  Race  in  Newfoundland,  Cape  Breton,  and 
Cape  Canso,  and  thence  along  the  coast  of  Nova  Scotia  to  Cape 
Sable,  and  paralel  with  the  general  line  of  the  coast  of  New 
Brunswick  and  Maine.  From  Cape  Canso  to  New  York  the 
distance  can  be  passed  in  about  the  length  of  line  by  land  as  by 
water,  and  in  one  third  the  time.  From  New  York  to  Waterville 
the  Railway  is  already  finished,  a  distance  of  410  miles.  From 
Waterville  to  the  city  of  St  John,  the  distance  would  probably 
be  about  200  miles;  and  from  St.  John  to  Whitehaven  less  than 
250  miles  further;  making  the  entire  distance  from  New  York  to 
Whitehaven  from  800  to  900  miles  in  all. 

From  Whitehaven  to  the  head  of  the  Bay  of  Fundy,  at  Sack- 
ville,  a  feasible  route  for  a  Railway  has  been  ascertained,  pass- 
ing near  to  Pictou,  through  the  valuable  coal  districts  along  the 
shore  of  the  Gulf  of  St  Lawrence;  and  it  is  believed  that  the 
Legislature  of  Nova  Scotia  would  cheerfully  engage  to  construct 
that  part  of  the  line  whenever  the  other  portions  are  secured. 

A  line  of  Railway  from  Halifax,  passing  in  the  vicinity  of 
Truro,  could  be  easily  connected  at  some  feasible  point  with  the 
main  trunk;  and  it  cannot  be  doubted  that  the  enterprising  citi- 
zens of  Halifax  would  engage  in  its  construction  at  once.  At 
the  present  time  they  are  urging  the  completion  of  a  line  from 
Halifax  to  Windsor,  and  a  survey  of  the  route  has  been  accom- 
plished. 

From  the  city  of  St.  John  to  Shediac  Bay,  on  the  Gulf  of  St. 
Lawrence,  a  line  has  been  surveyed  for  a  Railway  on  the  general 
line  of  the  route  to  Sackville,  and  Provincial  aid  to  a  large 
amount  proposed.  The  Province  of  New  Brunswick  has  recently 


appropriated  £60,000  currency — $240,000,  to  construct  that 
portion  of  the  distance  between  Shediac  Bay  and  the  Bend  of 
the  Petecodiac  River — the  head  of  navigation  on  the  Bay  of 
Fundy.  No  doubt  can  be  entertained  that  the  Province  would 
extend  this  line  from  a  point  of  connection  with  the  Nova 
Scotia  line  to  the  city  of  St.  John  ;  and  it  is  believed  that  the 
local  business  of  the  country  between  the  city  of  St.  John  and 
the  head  of  the  Bay  of  Fundy,  would  at  the  present  time  pay  a 
tolerable  remuneration  to  the  stockholders. 

From  the  city  of  St.  John  to  Bangor  it  is  supposed  that  a  route 
tolerably  direct  can  be  found,  without  encountering  serious  ob- 
stacles. The  necessary  information  upon  this  point  has  never 
been  ascertained;  and  it  is  for  the  purpose  of  asking  that  this 
service  may  be  speedily  accomplished,  that  we  approach  your 
honorable  body.  From  Bangor  to  Waterville,  private  enterprise 
has  already  demonstrated  the  fact,  that  either  one  of  several 
cheap  and  practicable  routes  can  be  adopted. 

The  only  grant  asked  of  the  Legislature,  or  that  will  be  ne- 
cessary to  obtain,  is  an  appropriation  sufficient  to  secure  the 
completion  of  the  remaining  link  in  the  line  of  surveys,  and  at 
a  suitable  time,  the  necessary  grant  of  a  charter  to  carry  this 
work  forward,  which,  from  the  progress  of  events,  must  soon 
claim  the  public  attention. 

The  citizens  of  Maine  are  generally  aware  of  the  importance 
of  the  question  to  the  best  interests  of  the  State  ;  but  the  work 
is  too  great  for  individuals  to  undertake  with  our  present  means. 
The  proper  surveys  once  being  completed,  would  place  before 
the  country  the  great  advantage  of  the  position  of  our  State  for 
a  leading  part  in  the  commercial  U!ov  ements  of  the  age.  Private 
enterprise  ought  not  to  be  so  largely  taxed  as  it  must  necessari- 
ly be,  without  the  grant  of  aid  to  the  proposed  survey  in  whole 
or  in  part  by  the  State,  for  the  purpose  of  procuring  valuable 
information,  equally  desired  by,  or  at  any  rate  of  equal  impor- 
tance to,  all.  Maine  ought  not,  either,  to  remain  indifferent  to 
the  great  advantages  which  may  now  be  brought  within  her  reach 
by  a  proper  attention  to  the  great  movements  in  Ocean  Steam 
navigation  and  commercial  affairs, 

The  most  strenuous  efforts  are  now  made  to  revive  the  plan  of 
the  Quebec  and  Halifax  line;  and  various  projects  are  now  en- 
gaging the  attention  of  the  British  Provinces,  with  a  view  to  se- 


cure  in  some  form  or  other  the  aid  of  the  Home  Government. 
The  movement  is  gaining  favor  in  Great  Britian. 

From  Halifax  to  Quebec  the  distance,  according  to  the  sur- 
vey for  a  railroad,  by  Major  Robinson,  is  C35  miles  ;  and 
this  road  is  urged  upon  public  attention  with  a  view  to  draw  over 
it  a  portion  of  the  western  trade,  and  place  the  Lower  Provinces 
in  the  great  line  of  communication  between  the  grain  growing 
regions  of  this  Continent  and  Europe.  Without  going  into  an 
extended  examination  of  the  merits  of  this  project,  it  seems  to 
us  that  it  must  strike  every  intelligent  mind,  that  the  most  natu- 
ral —  the  cheapest  and  best,  mode  of  obtaining  a  communica- 
tion by  Railway  between  the  Lower  Provinces,  and  Montreal  and 
the  west,  will  be  found,  by  extending  a  line  of  Railway  in  the 
direction  of  Bangor  and  Waterville,  Maine.  From  Waterville 
to  Montreal,  a  distance  of  300  miles,  the  entire  line  is  finished 
or  under  contract  for  completion  in  1852,  and  a  branch  to  Que- 
bec may  be  regarded  as  secured  within  three  years  from  the 
present  time. 

The  highest  importance  therefore  attaches  to  every  movement 
having  reference  to  the  extension  of  Railways  east  of  Bangor, 
or  from  the  Lower  Provinces  in  the  direction  of  the  St.  Law- 
rence River.  One  great  central  line  for  the  whole  State,  and  for 
European  communication,  once  laid  down,  into  which  the  various 
branch  lines  could  enter,  on  either  side  as  required, — connected 
with  a  line  extending  to  Montreal  and  Quebec, — a  system  of 
Railways  would  be  secured  surpassing  in  value  and  importance 
an^  that  has  yet  been  proposed! 

It  is  not  proposed  to  urge  any  one  to  embark  hastily  in  the 
construction  of  the  proposed  line;  but  to  so  far  present  the  ad- 
vantages of  this  route  for  the  great  ends  in  view,  over  any  other 
possible  line,  as  to  secure  for  it  such  aid  as  in  the  progress  of 
events,  its  advantages  may  call  forth.  If  the  practicability  of  the 
line  were  properly  demonstrated,  it  is  believed  that  it  would  com- 
mand support  from  the  great  commercial  interests  of  Great  Brit- 
ain and  the  United  States.  If  already  built,  no  one  can  doubt 
the  value  of  the  undertaking  as  a  mode  of  profitable  investment. 
Those  who  may  incline  to  hesitate,  in  yielding  assent  to  the  truth 
of  this  assertion,  are  invited  to  very  carefully  review  the  present 
condition  of  affairs. 


i! 


The  United  States  now  embracea  territory  of2, 187,490  square 
miles  not  organized  into  States,  including  Texas.  If  this  whole 
territory  was  as  densely  populated  as  the  State  of  Massachusetts, 
it  would  contain  a  population  of  over  Two  Hundred  Millions  of 
people.  The  same  extent  of  territory  in  Europe,  under  similar 
climate,  and  with  fewer  natural  advantages,'contains  a  still  greater 
population,  while  the  United  Kingdom  of  Great  Britain  and  Ire- 
land has  a  ratio  of  population  to  the  square  mile  more  than  twice 
as  great  as  Massachusetts.  The  twenty-nine  remaining  States, 
exclusive  of  Texas,  comprise  an  extent  of  1,065,158  square  miles 
more.  The  increase  of  population  in  the  United  States  from 
1790  to  1800,  was  at  the  rate  of  35.01  per  cent. ;  from  1800  to  1810, 
36.45  per  cent.;  from  1810  to  1820,  33.35  per  cent  ;  from  1820 
to  1830,  33.26  per  cent.;  from  1830  to  1840,  32.67  per  cent. 
It  is  believed  that  the  census  of  1850  will  .show  that  from  1840  to 
1850,  the  increase  has  been  as  great  as  at  any  other  period  of 
ten  years.  Causes  now  at  work  tend  rather  to  increase  than 
diminish  the  ratio  of  increase;  and  many  now  alive  will  see  this 
nation  numbering  one  hundred  and  Jijly  millions  of  people. 

Commercial  intercourse  between  the  United  States  and  Europe 
has  gone  on  increasing  more  rapidly  than  the  population  of  the 
country.  In  the  year  1820,  the  attempt  was  first  made  to  estab- 
lish a  line  of  packet  ships  to  Liverpool,  to  sail  on  certain  stated 
days.  Almost  every  one  prophecied  their  failure,  though  em- 
bracing only  two  in  number,  and  of  450  tons  burthen.  At  this 
time  there  are  lines  of  regular  sailing  packets  from  all  our  large 
cities,  embracing  vessels  of  over  2000  tons  burthen,  and  reach- 
ing hundreds  of  ships  in  number. 

About  fifleen  years  ago,  the  scientific  world  listened  with  at- 
tention to  the  assertion  of  the  learned  Dr.  Lardner,  that  it  was 
impossible  to  navigate  the  Atlantic  Ocean  by  steam.  This  theory 
was  dispVoved  by  the  arrival  of  two  steamers,  the  Sirius  and  the 
Great  Western,  in  New  York  harbor,  one  from  Bi'istol,  the 
other  from  Liverpool,  on  the  23d  day  of  April,  1838,  both  on 
the  same  day.  More  than  twenty  steamships  during  the  present 
year  will  run  as  regular  packets  between  this  country  and  Europe, 
while  the  number  of  sailing  vessels  is  greater  than  at  any  former 
period.* 

*Bc«  note  B. 


8 


The  number  of  Emigrants  which  arrived  in  New  York  in  1838, 
was  25,581.  In  1849,  the  number  reached  221 ,799.  The  num- 
ber which  left  the  United  Kingdom  of  Great  Britain  and  Ireland 
for  the  United  States  in  1848,  was  188,223;  and  the  whole  emi- 
gration into  this  country  in  that  year  exceeded  250,000.  In  the 
year  1849,  the  number  of  emigrant  arrivals  reached  325,000; 
and  it  is  estimated  that  the  number  will  exceed  400,000  the  pre- 
sent year. 

Every  year  gives  fresh  impulses  to  the  cause  of  Emigration  to 
the  United  States,  and  the  disturbed  condition  of  all  couimercial 
affairs  on  the  Continent  of  Europe  is  operating  to  invite  a  better 
class  of  Emigrants  than  heretofore,  embracing  much  of  the  skill 
and  mechanical  industry  of  Switzerland,  France  and  Germany. 

The  most  indifferent  observer  will  admit  that  the  increase  of 
facilities  for  travel  with  Europe,  must  increase  far  more  rapidly 
for  the  next  ten  years,  than  at  any  former  period.  The  trade 
between  the  United  States  and  Great  Britain  is  constantly  in- 
creasing and  at  the  present  moment  beyond  any  former  example.* 
The  exports  to  England  in  1830,  were  $24,599,600,  in  1848 
$71,852,315.  The  Imports  from  Englp.nd  in  1830,  were  $22,- 
755,040,  in  1848  $59,703,522.  Both  exports  and  imports  in 
1847  exceeded  those  of  1848,  but  the  extraordinary  demand  for 
food  occasioned  by  the  famine  in  Ireland,  gave  an  unusual  im- 
pulse to  trade  in  that  year. 

A  route  which  would  enable  the  traveller  to  see  an  attractive 
portion  of  this  Continent,  the  best  portion  of  Ireland,  and  the 
most  extraordinary  work  of  human  skill,  the  Brittannia  Tubular 
Bridge,  would  of  itself  invite  the  pleasure  tourist  to  take  this 
route,  if  no  saving  of  time  or  expense  were  secured.  But  it  is 
confidently  asserted  that  while  to  the  man  of  business  the  same 
attractions  would  be  offered  by  the  plan  proposed,  the  expense 
of  a  trip  to  Europe  can  be  largely  reduced,  while  it  shall  save 
him  much  if  not  all  uncertainty  ns  to  the  tiftie  of  his  arrival,  and 
some  days  time  for  purposes  of  business. 

From  New  York  to  Liverpool,   in  the  shortest  line,  is  3100 

miles;  the  route  usually  traversed  is  over  3300  miles.     Bytaking 

the  Bailway  from   New  Voik  to  Halifax   or  CanFO,  employing 

the  swiftest  steam  packet  from  thence  to  Galway,  crossing  tire 

great  Midland  Railway  from  CJuhvay   to  Dublin,  a  distance  of 

*acc  noie  F. 


Ho 
of  5 
mil 
dot 
bly 


9 


)rk  in  1838, 
The  num- 
nd  Ireland 
whole  emi- 
0.  In  the 
I  325,000; 
)0  the  pre- 

igration  to 
ouimercial 
te  a  better 
jfthe  skill 
Jermany. 
icrease  of 
re  rapidly 
rhe   trade 
tantly  in- 
Dxample  * 
,  in   1848 
3re  $22,- 
nports   in 
mand  for 
isual  im- 

Eittractive 
,  and  the 

Tubular 
take  this 
But  it  is 
he  same 

expense 
hall  save 
ival,  and 

is  3100 
iy  taking 
niphiyiiig 
Bsing  tire 

il  n  n#«n     r%C 


about  120  miles,  and  from  thence  to  Holyhead  harbor,  a  distance 
of  03  miles,  and  from  thence  to  London,  by  the  Chester  and 
Holyhead  and  London  and  Northwestern  Railways,  a  distance 
of  263  miles — employing  about  1,200  miles  of  railway,  and  2,000 
miles  of  steam  navigation — the  passage  from  New  York  to  Lon- 
don may  be  reduced  to  seven  days  time,  at  all  events,  and  possi- 
bly to  six  days,  within  a  few  years  at  farthest.* 

This  can  only  be  achieved  by  shortening  the  sea  voyage,  and 
dispensing  with  the  vast  weight  of  coal  and  other  superfluous 
load  now  carried.  Vessels  designed  for  crossing  the  ocean  with 
speed,  should  be  relieved  of  all  load  no:  requisite  for  steadi- 
ness and  good  carriage.  Ordinary  merchandize  will  always  go 
more  cheaply  in  sailing  vessels.  Valuable  goods  could  be  trans- 
ferred to  boats  of  still  greater  speed,  from  the  ocean  terminus, 
running  if  necessary  to  the  various  At!.aitic  cities,  if  too  bulky 
to  go  by  the  Railway.  In  this  way,  the  safest  and  swiftest  pas- 
sage would  be  secured.  In  a  few  years,  instead  of  a  semi-week- 
ly, a  daily  arrival  of  steamships  may  be  expected. 

One  hundred  through  passengers  a  day  each  way  by  the  Rail- 
way, would  give  a  most  profitable  business  to  the  road,  in  addi- 
tion to  its  local  business;  and  the  highest  price  would  readily  be 
paid  for  the  carrying  of  the  mails.  The  British  and  the  Ameri- 
can Govennents  would  willingly  enter  into  a  perpetual  or  perma- 
nent contract  for  this  service,  at  rates  of  compensation  repre- 
senting a  capital  equal  to  one  third  of  the  entire  cost  of  the  lin«. 
If  the  proper  surveys  were  now  completed,  and  the  necessary 
charters  granted,  for  a  continuous  line  from  Bangor  to  White- 
haven or  Halifax,  the  scheme  would  offer  inducements  for  the  em- 
ployment of  capital,  unsurpassed  by  any  enterprise  of  the  age. 

Looking  forward  but  25  years  only,  we  shall  see  this  gov- 
ernment containing  fijhj  millions  of  people.  Its  great  rivers  and 
inland  seas — its  mineral  wealth  and  inexhaustible  soil — within  a 
latitude  favorable  to  health  of  body  and  vigor  of  mind-^all  con- 
spire to  give  the  fuUeat  devclopement  to  the  spirit  of  progress, 
requisite  to  supply  means  for  the  fullest  gratification  of  ev- 
ery want  known  to  the  highest  civilization. 

Under  ;uiy  forri  of  Government  known  to  civilized  man,  the 
progress  of  the  race  would  be,  under  such  influences,  rapid  and 
vigorous.   When,  therefore,  an  enterprising  race,  in  the  poBses- 


*f^B  niila  n . 


10 


sion  of  such  physical  advantages  as  this  country  possesses,  are 
stimulated  to  exertion  by  the  action  of  a  free  government  upon 
the  energies  of  the  whole  people,  we  may  confidently  expect  a 
higher  developement  in  the  ideas  and  institutions  of  society,  and 
a  more  practical  application  of  knowledge  to  the  wants  and  ne- 
cessities of  life.* 

Maine,  from  her  frontier  position  and  severe  climate,  has  been 
heretofore  regarded  as  the  least  favored  of  all  the  States  in  the 
Union;  while  it  has  the  power  to  become  the  great  manufactur- 
ing and  great  ship-owning  State  of  the  Confederacy,  if  not  the 
first  in  point  of  commercial  importance.  Our  climate  and  our 
geographical  position,  generally  spoken  of  as  our  misfortunes, 
are  in  fact  the  great  elements  of  our  strength.  The  increased 
necessities  which  our  climate  imposes  upon  us,  beyond  those  of 
a  warmer  latitude,  are  far  more  than  compensated  by  our  supe- 
rior capacity  for  labor,  our  greater  power  of  endurance,  and  our 
extraordinary  fondness  for  exertion.  With  a  more  extended  line 
of  sea  coast  than  any  other  State  in  the  Union,  and  more  good 
harbors  than  all  the  other  States  together,  Maine  will  present  at 
some  future  day,  along  her  bays  and  livers,  a  line  of  cities  sur- 
passing those  which  arc  now  found  upon  the  shores  of  the  Eng- 
lish Channel,  or  the  Baltic  Sea. 

This  result  will  be  hastened  by  attracting  into  our  own  State 
the  great  stream  of  European  business  and  travel,  where  it  shall 
divide  into  two  great  channels — one  flowing  northward  into  the 
St.  Lawrence  valley  and  the  West,  the  other  flowing  southward 
to  the  great  commercial  cities  of  the  Continent. 

Without  the  fertile  soil  of  the  West,  or  the  rich  deposits  of 
coal  and  iron  of  Pennsylvania,  Maine  for  twenty  years  past  has 
not  kept  pace  with  the  ratio  of  increase  of  the  whole  country. 
From  18',i0  to  1830,  the  ratio  of  her  increase  was  33.9  per  cent,  or 
about  the  ime  as  that  of  the  whole  Union.  From  1830  to  1840, 
the  rate  of  increase  was  only  2tJ.2  per  cent.  Notwithstanding 
the  healthiness  of  our  climate,  the  extent  of  our  public  lands, 
with  all  the  facilities  inviting  emigration  from  the  more  densely 
populated  districts  of  New  England,  emigration  into  the  State 
had  become  nearly  stationary,  and  the  tendency  of  our  people 
to  emigrate  West  remained  unchecked,  till  the  movement  was 
made  to  construct  a  railroad  from  Portland  to  Montreal.     The 

*Hts«  liuUi  D. 


11 


Eng- 


cffect  of  that  movemen*  ::i  already  apparent  upon  the  charac^ 
ter,  the  enterprise,  and  the  business  of  the  State.  A  small  portion 
only  of  the  energy  which  has  been  applied  to  that  undertaking, 
will  speedily  accomplish  the  end  now  purposed; — favorably  affect- 
ing that  great  enterprise,  and  all  the  leading  interests  of  Maine. 

The  time  is  not  regarded  by  most  persons  as  particularly 
favorable  for  entering  upon  new  enterprises.  The  great  interests 
of  Maine,  ship  building  and  lumber,  for  some  three  years  past 
have  been  severely  depressed,  furnishing  less  returns  even  than 
investments  in  Railways.  These,  in  common  with  all  other  busi- 
ness interests,  are  destined  at  times  to  suffer.  Railway  property 
will,  however,  advance  in  value  with  the  growth  and  increase  of 
business  in  the  State;  while  it  will  also  tend  to  foster  industry 
and  stimulate  production  in  every  department  of  labor.beyond  any 
other  mode  of  investment. 

It  is  in  vain  to  expect  to  retain  the  natural  increase   of  our 
population  without  holding  out   inducements  for  labor  beyond 
what  are  offered  by  the  pursuits  of  agriculture  and  lumbering  ; 
and  we  have  failed  so  far  to  attract  to  this  State  the  most  valua- 
ble class  of  emigrants,  that  seek  for  a  climate  and  soil  similar  to 
that  of  Germany  and  Switzerland,  which  resembles  our  own. — 
If  proper  encouragement  was  held  out  to  them,  we  might  expect 
the  emigi  ants  from  the  north  of  Europe  to  prefer  the  soil  and 
climate  of  Maine  to  that  of  the   Mississippi  valley.     Instead  of 
this,  for  a  scries  of  years  we  have  been  compelled  to  witness  the 
gradual  withdrawal  of  much  of  our  capital  into  enterprises  of  oth 
er  States,  and  a  departure  from  among  us  of  many  of  the  most  en- 
terprising of  the  young  men  of  Maine.    Real  estate  has  advanced 
but  moderately  in  value  for  the  last  fifteen  years,  while  the  new 
States  have  grown  up  within   that  brief  period  into  wealth  and 
importance.     Our  frontier  position,  and  the  want  of  a  proper 
State  pride  and  a  State  policy,   have  been  pointed   out  as  the 
principal  hindrances  to  the  growth  of  Maine.     The   opening  of 
the  great  avenues   already   in  progress    and  proposed,  placing 
Maine  in  the  direct  line  of  the  great  commercial  intercourse  of 
the  globe,  will  create  new  relations  in  every  department  of  busi- 
ness, and  call  into  exercise  such  agencies  as  will   soon  give  to 
Maine  a  strength  and  a  position  equal  to  that,  of  any  portion  of 
the  Union. 


12 


The  present  period  seems  to  us  favorable  for  the  proposed 
movement.  An  experiment  is  now  making  to  run  steamships 
from  Galway  to  Halifax,  aided  by  the  great  Midland  Railway 
Company  of  Ireland.  The  capital  of  this  company  is  X2,596,- 
666,  or  more  than  12,000,000  of  dollars. 

This  Company  has  a  direct  interest  to  subserve  in  inviting  the 
travel  between  this  country  and  Europe  upon  its  road.  The 
same  is  true  also  of  the  Chester  and  Holyhead  and  the  London 
and  Northwestern  Railway  Companies.  These  companies,  with 
their  various  branch  lines — under  one  management — embrace 
nearly  one  eighth  of  the  entire  traffic  of  the  United  King- 
dom. The  London  and  Northwestern  Railway  Company,  Aug. 
1,  1819,  owned  478  1-2  miles  of  road  already  fmished — built  at 
acost  of  £30,617,620,  or  $150,000,000— 60  3-4  miles  more  in 
progress,  and  held  the  leases  of  over  200  miles  more — including 
the  Chester  and  Holyhead  Railway,  representing  a  capital  of  at 
least  200,000,000  of  dollars.*  Amid  all  the  depressions  of  Rail- 
way stocks  and  business,  for  the  last  few  years  in  England,  the 
stock  of  this  Company  has  never  been  sold  except  above  par  ; 
and  by  the  recent  advices  from  Europe,  was  selling  at  an 
advance.  The  influence  of  this  capital  will  be  brought  at 
once,  in  aid  of  any  Ime  that  shall  bring  across  Ireland  to  Dublin 
the  travel  of  this  Continent.  The  same  motive  which  induced 
the  British  Government  to  aid  the  construction  of  the  Brittannia 
Bridge, — to  obtain  the  most  direct  route  from  London  to  Ireland, 
— will  lead  them  to  favor  the  plan  herein  proposed. 

Believing,  therefore,  that  the  State  has  only  to  displry  to  the 
business  community  the  practicability  and  advantages  of  this 
great  route  through  Maine,  to  ensure  at  the  proper  time  its  com- 
pletion, we  respectfully  ask  your  honorable  body  to  cause  the 
line  from  Bangor  to  St.  John  to  be  surveyed  at  tlie  expense  of  the 
State,  and  such  further  measures  adopted  as  will  give  proper 
encouragement  to  the  undertaking. 

June  12th  1850.  JOHN  A.  POOR, 

JDSIAH  S.  LITTLE. 
JAMKS  B.  CAHOON. 
JOHN  M.  WOOD. 
CHARLES  (i.  CLAPP. 
FRANCIS  O.  J,  SMITH, 
LUTHER  JEWETr. 

*lte«  DOM  B. 


, 


iroposed 
amships 
Railway 
£3,696,- 

iting  the 
d.  The 
London 
ies,  with 
embrace 
i  King- 
y,  Aug. 
-built  at 
more  ia 
ncluding 
ital  of  at 
of  Rail- 
and,  the 
ive  par  ; 
ig  at  an 
tught    at 

0  Dublin 
induced 

rittannia 
Ireland, 

y  to  the 

1  of  this 
its  com- 

ausc  the 

ISC  of  the 
i  proper 


E. 

►N. 

\PP. 
IITII. 

r. 


13 
NOTE  A. 

Within  the  last  ten  years  considerable  changes  have  been  made  in. 
the  proportion  and  dimensions  of  the  vessels  navigating  the  Hudson 
river;  all  these  changes  having  a  temlency  to  augment  their  magni- 
tude and  power,  to  diminish  their  draft  of  water,  and  to  increase  the 
play  of  the  expansive  principle.  Increased  length  and  beam  have 
been  resorted  to  with  great  success.  Vessels  of  the  largest  class  now 
draw  only  as  much  water  as  the  smallest  drew  a  few  years  ago  ;  4  ft. 
6  in.  is  now  regarded  as  the  maximum.  In  the  following  table  is  ex- 
hibited the  dimensions  and  other  particulars  of  nine  of  the  most 
efficient  and  most  recently  built  steamers  plying  on  the  Hudson  and 
its  adjoining  waters. 


DimeiiBions  of  Vessel. 

Eiigiue. 

I'addle-wkeel. 

Name  of  Veuel. 

Sj 

V 

1 

U 

2 
"o 
X 
•a 

& 

i 

a 
a 
o 

h 

i.S 
in. 

o 
Si 

O 
.      X 

-  O 
S  w 

1 

p 

1- 

ft. 

ft.    in.ft.    in. 

ft.  in. 

^l   ia. 

in. 

Isanc  Newton, 

383 

40    4    10    0 

HI 

12 

m' 

:  39     0 

12    4 

33 

Uuy  SiiiiB 

300 

31)    0    13    2 

76 

12 

2U 

!  38     0 

10    3 

•A'i 

Empire  State 

304 

3!)    0    13    G 

76 

12 

21^' 

1  3H     0 

lU    3 

32 

Orci^uii 

3115 

3")    0 

72 

11 

|H   I 

!  34    0 

11    0 

28 

Ileiiilrik  IIixlNon 

320 

3-.    0      9    6 

1050 

72 

11 

22 

'  33    0 

11    0 

a3 

i:    Vaiiileiliilt 

300 

•^^^    0    11    (1 

1075 

72 

12 

21  1 

35    0 

9    0 

33 

Coniieciic'iit 

300 

3T     0    11     0 

72 

13 

21 

35    0 

n    6 

36 

Cuniiiiiulore 

2t<0 

33     0    10     6 

(>:■) 

11 

22  i 

31     6 

9    0 

33 

New  World 

3T(i 

35     0    10     0 

7fi 

15 

IH  i 

1  44    6 
1  32    0 

12    0 

3r> 

Alula 

2H6 

2!^     0      9     6 

',« 

12 

24  1 

10    0 

32 

It  is  not  only  in  dimensions  that  steam  vessels  have  undergone  im- 
provements. The  exhibition  ot  the  beautifully  finished  machinery  of 
the  English  Atlantic  steamers  did  not  fail  to  excite  the  emulation  of 
the  American  engineers  and  steam  boat  proprietors,  who  ceased  to  be 
content  with  the  comparatively  rude  though  efficient  structure  of  the 
mechanism  of  their  steam-boats. 

All  the  new  and  largest  class  of  steamers,  such  as  the  Isaac  New- 
ton, the  Ilcndrik  Hudson,  the  New  World,  the  Oregon,  and  the  Alida, 
are  capable  of  running  from  twenty  to  twenty-two  milc»  an  hour,  and 
make,  on  an  average,  eighteen  miles  an  hour  without  the  least  effort. 
These  extraordinary  speeds  are  obtained  usually  by  rendering  the 
boilers  capable  of  carrying  steam  from  forty  to  fifty  pounds  pressure 
above  the  atmosphere,  and  by  urging  the  fires  with  fanners,  worked 
by  an  independent  engine,  by  which  the  furnaces  can  be  forced  to  any 
desired  extent. 

The  great  power  developed  by  these  river  engines  according  to  Dr. 
Lardncr,  is  due,  not  so  much  to  the  magnitude  of  their  cylinders,  as 
the  pressure  of  steam  usdd  in  them.  The  New  World,  one  of  the  most 
rtcently  constructed  boats,  has  a  cylinder  seventy -six  inches  in  diame- 


14 


ter,  and  fifteen  feet  stroke.  The  steam  has  forty  pounds  pressure  in 
the  boiler,  and  is  cut  off  at  half-stroke.  The  wheels,  which  are  forty- 
five  in  diameter,  make  sixteen  revolutions  per  minute.  The  speed  of 
the  circumference  of  the  wheel  will  therefore  be  twenty-five  miles  an 
hour  ;  so  that,  if  the  speed  of  the  boat  be  twenty  miles  an  hour,  we 
have  the  difference,  five  miles,  giving  the  relative  movement  of  the 
edge  of  the  paddle-boards  through  the  water.  Prop.  Ewbank,  Com- 
missioner of  Patents,  and  other  able  writers  contend,  that  a  greatly 
increased  speed  will  be  attained  by  adopting  an  improved  system  of 
paddle  wheels. 

NOTE  B. 

Ocean  Steamers,  to  run  between  United  States  and  Europe  in  1850. 


Names  of  Steam- 

age. 

.a 

eter 
Idles 

'4 

ers. 

a 
a 

tD 

a 

^ 

u 

en 

S  o.S 

8*           ^^ 

-I 

—  a  o. 

o 

V 

u 

o 

X          ,^ 

S  ^ 

•r  fc 

nCd  a 

h 

J 

CQ 

O 

Q     O 

J 

a^ 

5   5 

Collins'  Line. 

1 

Atlantic, 

3000   290 

40 

650,000 

95  in. 

9  ft. 

35 

709 

Pacific, 

3I)00'  290' 

4a 

050,000 

95  in. 

9  ft. 

35 

760 

Baltic, 

3000 

650,000 

Arctic, 

3000 

Adriatic, 

3000 

Cunard's  Line. 

Caledonia, 

1250 

500 

Hibernia, 

1400 

550 

Cambria, 

1400 

650 

America, 

181)0 

275 

40 

90  in. 

8  ft. 

32 

700 

Canada, 

1800 

275  40 

90  in. 

8  ft. 

32 

700 

Niagara, 

1800 

27540 

90  in. 

Sit. 

32 

700 

Europa, 

1800 

27540 

90  in. 

8  ft. 

32 

700 

Asia, 

2250 

30042 

96  in. 

9  ft. 

36 

800 

Africa, 

2250 

300  43 

96  in. 

9ft 

36 

800 

Havre  Line. 

1 

Franklin, 

2500 

200,42 

350,000 

94  in. 

8  ft. 

34 

Havre, 

2500 

450,000 

Bremen  Line. 

Washington, 

1750 

230 

39 

1 

72  in. 

10ft. 

35 

Hermann, 

1850 

235 

40 

72  in. 

10ft. 

35 

Glasfi^ow  Line. 

Glasgow  City, 

IGIO 

350 

Galtvay  Line. 

Viceroy, 

15 


'      a  04 


i 
4  1 

3  la      JS. 

> 

769 

> 

760 

500 
550 
550 

700 
700 
700 
700 

800 

800 


Three  years  ago  Ocean  Steam  Navigation  was  entirely  in  British 
hands.  Two  years  since  the  only  line  of  American  Steam  Ships  afloat 
suited  to  Ocean  Navigation  in  the  merchant  service,  consisted  of  the 
two  small  boats  running  between  New  York  and  Charleston  and  the 
Washington,  the  first  in  the  Bremen  line.  There  are  now  six  large 
Steamers  running  regularly  between  New  York  and  Chagres. — 
There  are  an  equal  or  greater  number  on  the  Pacific  side,  and  exist- 
ing projects  contemplate  twenty  in  all  within  a  year  for  the  Pacific 
seas.  There  are  lines  also  to  New  Orleans,  Havana,  Savannah, 
Charleston,  in  addition  to  those  named  in  the  above  list,  and  every 
ship  yard  and  machine  shop  in  New  York  city,  is  tasked  to  its  ut- 
most capacity  in  this  branch  of  service.  There  are  no  less  than  17 
Ocean  Steamers  on  the  stocks  at  the  present  time  in  New  York  city. 

The  competition  between  the  American  and  English  lines  will  soon 
call  into  use  the  best  skill  of  both  countries.  The  recent  voyages 
of  the  Atlantic — the  rirst  of  Collins'  line — and  of  the  Asia,  the  last  of 
Cunard's  boats,  show  that  an  increase  of  speed  may  still  be  expected 
in  Ocean  Steamers.  That  route,  or  that  line,  which  shall  reduce  the 
voyage  to  Europe  to  the  shortest  period  uf  time,  will  be  the  most  suc- 
cessful. 


300 


KOTE   C 

The  most  extraordinary  result  of  the  railway  system,  is  the  fact  that 
great  speed  can  be  maintained  on  railways  with  entire  safety  to  the 
public. 

The  annual  returns  of  the  New  York  railroad  companies  for  1849, 
show  the  following  as  '.he  average  speed  of  passenger  trains  on  the 
leading  railroads  of  N«iw  York,  for  that  year. 

Miles  per  hour. 
Hudson  River,  SO 

Attica  and  Buffalo,  86 

Utica  and  Schenectady,  98 

Auburn  and  Syracuse,  96 

Syracuse  and  Utica,  96 

New  York  and  Erie,  22 

The  annual  returns  of  the  Massachusetts  railroads  for  1843  and 
1849,  give  the  following  statements  as  to  the  speed  of  passenger  trains 
during  the  last  two  years  as  follows,  viz  : 


16 


1848. 
Miles  per  houi*. 

Kxpresit          Aocommoda- 
Traiiis,            tion  Traiiu. 

Hart,  and  N.  Haven,       25               — 

1949. 
Miles  per  hour. 

ExprsBs       Accomnioda- 
Tiftina.          lion  TrKins. 

99                23 

Western,                           28 

22 

87 

22 

Boston  and  Maine.           — 

22 

95 

28 

Boston  and  Providence,   30 

^ 

84  1-2 

35 

Boston  and  Lowell,         23 
Boston  and  Worcester,  — 

24 

22 

331-2 
29 

25 

24 

Fitchburg,                         25 
Eastern.                             — 

20 
21 

80 

22 
22 

The  foregoing  comparative  statement  shows  a  most  extraordinary 
increase  of  speed  :  the  same  comparative  increase  substantially  ap- 
pears upon  many,  if  not  all  ihe  Massachusetts  roads. 

The  rate  of  speed  now  employed  on  the  leading  English  Rail  Roads 
is  shown  in  the  following  table. 


RAILWAYS. 

TRAIN.        1 

1 

«1 
II 

riME  1 1 

1-  = 

Average 

Speeil 

including 

Stoppages. 

Actual 
Speed  in 
Motion. 

exclndidg 
Stnripages. 

Jtilfs  ptr 

^Htli  s  per 

1                           1 

Mile 

H.M. 

Hour. 

Hour, 

LONDON  TO  LIVERPOOL, 

Express              ! 

21)1 

5  45 

5 

35.  00 

37.  75 

Express  Mail     ; 

201 

6  45 

15 

2i».  75 

8().  60 

Mail                    1 

2111 

7  57 

15 

25.  25 

31.  UO 

let  St  2dd  Classj 

201 

8 

20 

25    10 

31.70 

t 

Hrd  (;iii8s 

■ini, 
I'.i'i* 

14  45 

45 

13   05 

18.  25 

LONDON  TO  EXETER,              j 

lExprexg               \ 

4  30 

7 

43.  01 

.51.  60 

liroiid  (iiiii^u.                     1 

Miiil                    ; 

7  id 

21 

27   00 

3(i.  80 

1 

tut  &  2m<I  Clansi 

m* 

7  15 

25 

'26.  (55 

38.  60 

•Jril  Cliiss             i 

I'lM* 

13    5 

37 

14.  75 

ly.  32 

LONDON  TO  SOUTHAMPTON 

, Express              j 

80 

2  15 

() 

35   (iO 

45.  80 

1 

MhU                    ' 

KO 

3 

11 

26.  (15 

38.25. 

\»{Sc  2nd  ClasBl 

HO 

3  20 

13 

24.  to 

35.  50 

:3rd  CI  118:1            ' 

,  HO 

4  45 

IH 

If).  H5 

24  65 

LONDON  TO  DOVER, 

lExpress 

\  m 

2  30 

H 

35.  20 

48.  50 

Mitil 

1  88 

2  30 

5. 

35.  21) 

42.  10 

list  &  2nd  ClgKg 

1   HH 

3  43 

15 

23.  45 

29.  35 

(.'inl  CIbhh 

8H 

4 

17 

22.  00 

3U.  40 

LONDON  TO  BRIGHTON, 

'Express 

r,(:.^ 

I  30 

1 

33  80 

35.  85 

Mail 

no* 

1  30 

3 

33.  80 

40.  50 

'lot  &  2nd  Claitfi 

'  5(11 

2 

3 

25.  25 

28.  DO 

3rd  ClasH 
Averaiie*    .    . 

1  Stij 

2ti5a 

2  25 

II 

20.  iJ5 

33.  HO 

Totals  and 

108  42  301 

24.  45 

32.  OU 

Experimental  trips  have  been  run  at  the  rate  of  70,  80  and  84  miles 
an  hour. 


NOTE  D. 

The  Engli.sh  race  have  made  gretaer  progress  during  the  last  20 
years,  than  any  other  people.  F'ar  the  largest  portion  of  the  railways, 
— llio  steam  ships — and  the  sailing  vessels  of  the  world,  belong  to  the 


17 


32.  OU 


H  tuiles 


last  20 
lilways, 
L  to  the 


United  States  and  Great  Britain.*  The  population  of  the  United 
States  is  nearly  24  millions,  that  of  the  United  Kigdom  about  80  mil- 
lions.   The  following  table  gives  the 

Progress  of  Railways  in  the  United  States. 

Miles  in  operation  1633.             Miles  in  operation  Jan.lSSO. 
914 


Maine 

New  Hampshire 

Vermont, 

JMassachusptts, 

Rhode  Island, 

Connecticut, 

New  York, 

New  Jersey, 

Pennsylvania, 

Delaware, 

Maryland, 

Virginia, 

North  Carolina, 

South  Carolina, 

Georgia,  , 

Florida, 

Alabama, 

Mississippi, 

Louisiana, 

Kentucky, 

Illinois, 

Indiana, 

Ohio, 

Michigan. 


75 

50  1-2 
111 
16 
95 
8S 

185 


15 


894 
286 
930 

68  3-4 
481 

1253  1-2 
261 
720 1-3 

40 
353 
406 
355 
349 
659 

36 

92 

96 

50 

39 

36 

86 
810 
830 


430 1-2  7465 

The  number  of  miles  in  actual  process  of  construction  in  the  United 

States  on  the  first  day  of  Jan.  1850,  was  equal  to  the  miles  in  operation. 
The  money  expended  for  railways  in  the  United  States  in  30  year* 

past,  has  been  over  300,000,000  of  dollars. 
The  following  summary  gives  in  a  brief  compass,  a  view  of 

The  Progress  of  English  tiaihcays  to  June  30,  1849. 


Length  or    Miles 
Opin  on 

Number 

of 

Passengers. 

Receipts  prom 

^  E 

PERIOD. 

31  Dec.   1    30  June. 

TOT 
RECEI 

Passengem 

Goods. 

lu  each  year. 

Year  ending — 

30  June,  1845  | 

SO  Junk,  1816   i 

SO  June,  1817  J 

aoJi'NB,  leifl  1 

SOJlwb,  1849  1 

Miles. 
Dec.  1844. 

2,240. 
Dec.  1H45. 

2,5.'I6. 
Dec.  1846 

3,142 
Dec.  1847 

3,945 
Dec.  1848 

5,127 

Miles. 
June  1845. 

2,343 
June  1646 

8,765 
June  1847. 

3,603 
June  1848. 

4,478 
June  1849. 

6,447 

1  33,791,862 

43,790,983 

51,352,163 

1  57,965,070 

1  60,.'598,159 

£ 

3,976,841 
4,725,216 
5,148,002 
5,730,382 
0,10.5,975 

.£ 

2,233,873 

2,840,354 
3,362,884 
4,218,170 
5,094,936 

£ 

6,209,714 

7,565,569 

8,510,886 

9,933,552 

11,300,901 

*8ce  note  Q. 


18 


The  amount  expended  on  railways  in  the  United  Kingdom  to  Dec. 
81, 1848,  was  £200,173,058,  and  it  was  estimated  that  the  roads  then 
ID  progress  would  require  £90,000,000  sterling  in  addition,  which 
would  give  an  aggregate  of  9500  miles  of  railway,  costing  290  mil- 
lions sterling,  or  1,400  millicns  of  dollars,  about  $145,000  per  mile. 
The  railways  built  to  Dec  1848,  were  distributed  as  follows  t 

England  S918 

Scotland  739 

Ireland  S61 


Mines  and  Collieries 


5007 
120 


512T 


NOTE 


London  and  North  Western  Railway  Co.  was  incorpora- 
ted July  16,  1846,  by  which  act  several  distinct  lines  were  incor" 
porated  into  one,  and  included  the  following  lines,  viz.: 

Liverpool  and  Manchester,  31  miles. 

Ma^3hester  and  Birmingham,  31  miles. 

Birmingham  to  Newton,  83  miles. 

Macclesfield  Branch,  10  miles. 

Northampton  and  Peterborough,  47  1-4  miles. 


Bedford  and  Bletchley, 
Leamington  and  Coventry, 
Aylesbury, 
Bolton  and  Leigh, 
Chester  and  Crewe, 
London  io  Boxmoer, 
Boxmoor  to  Tring, 
Tring  to  Denbigh  Hall, 
Birmingham  to  Rugby, 
Denbigh  Hall  to  Rugby, 

Total, 

Sl5CE  OpBNED, 

Trent  Valley, 
Dunstable, 


16  1-2  miles. 

9  1-4  miles. 

7  miles. 
10  miles. 
21  miles. 
24  1-2  miles. 

7  miles. 
16  1-2  miles. 
29  miles. 
35  1-2  miles. 


378  1-2  mi^es. 

49  1-2  miles.  Sep.  18,  '47. 
7  miles.    May  29,  1848. 


Id 


Huddersfield  and  Manchester,  and 

Leeds  and  Dewsbury  Line,    43  1-2  miles.  Aug.  1.  '49. 


Total, 
Leased  Lines. 

Chester  and  Holyhead, 
Kendal  and  Windemere, 
Shrewsbury  and  StafTord, 
Preston  and  Carlisle, 
Preston  and  Parkside, 

Grand  Total, 


478  1-2  miles. 

80  1-2  miles. 
9  3-4  miles. 
29  1-4  miles. 
90  miles. 
22  miles. 


710  miles. 


28 


The  LoNDOir  and  Northwestern  Railway  is  par  exeellenee  tbe 
Great  Railway  of  tbe  world.  In  addition  to  tbe  lines  owned  and  leas- 
ed, it  controls  indirectly  the  traffic  ofsome  400  miles  in  addition. 

The  returns  of  this  Company  for  the  year  ending  June  SO,  1849, 
show  the  following  facts  : 
Number  of  £ngines  in  use 
Number  of  miles  run  by  passenger  Engines, 
««  "  freight  '• 

"  <*  Engines  of  both  classes. 

Average  daily  run  of  Engine, 
Actual  running  of  each  Engine  per  trip. 
Average  speed  of  trains  per  hour, 
Passenger  coaches  owned — 1st  class, 

2d    " 
8d    «' 
The  company  owned  June  SO,  1849 — Box  Freight  Cars, 

Platform  Cars, 
Horse  Boxes 

For  the  12  months  ending  June  30, 1847,  on  428  miles  of  road — the 

tonsof  goods  carried  were,  1,411,080 

Average  distance  of  each  ton  carried,  69  S-4  miles 

Average  number  of  tons  carried  daily,  6S1 

Number  of  Passengers  carried  daily — 1st  Class  S60 

2d     «  478 

Sd     "  S4I> 

Average  daily,  118S 


457 

4,649,556 

2,882,674 

7,5S3,3SO 

45  miles 

90    «* 

(« 

451 
416 

229 

6S95 

228 

846 


20 

Average  nuiMilicirof  Passengers  to  #nch  engine — 1st  Class,  14.  5. 

2d      •«  19.  3. 

Sd      "  14. 6. 

Total,  48.  4. 

Average  distance  travelled  by  Passengers — 1st  Class,  57.  6  miles 

2d      ««  81.  S. 

3d      *•  23. 0. 

Average  distance,  32.  3. 

An  average  of  1183  passengers  carried  32.  2.  miles  daily,  is  equal  to 
33,092  carried  one  mile.      Assuming  a  business  equal  to  100  through 
passengers  from  Bangor  to  Canso    each  way  daily,  400  miles,  it  is 
equal  to  80,000  passengers  daily,  or  more  than  twice  the  average  trav- 
el on  the  London  and  Northwestern  Railway. 

Add  100  daily  passengers  to  the  present  business  of  the  383  miles  of 
Railway  front  Galway  to  London  (allowing  one  half  to  stop  short  of 
London)  and  you  add  to  the  business  of  those  roads  an  amount  nearly 
equal  to  the  average  daily  business  of  their  lines. 

Assuming  the  cost  of  a  road  from  Bangor  to  Canso  at  $30,000  per 
mile,  and  it  requires  a  capital  of  $13,000,000  to  complete  it.  This 
would  require  a  net  income  of  $720,000  to  give  a  6  per  cent  dividend 

The  through  business  alone,  estimated  100  passengers  a  day  each 
way,  and  the  mail  pay  at  0300  pec  mile — the  same  now  paid  on  1st 
class  roads  in  the  United  States, — would  be  as  follows  : 

200  passengers,  400  miles,  at  S  cents  per  mile  is  $2,400  per 

day,  annually  producing  $876,000 

400  miles  mail  pay,  $300  per  mile,  $130,000 

Equal  to  $996,000 

The  cost  of  running  long  through  trains  would  be  less 
than  the  average  cost  of  ordinary  roads  in  this  country. 

The  C03t  of  running  Trains  on  the  Portland,  Saco  and 
Portsmouth  Rail  Road  Company,  has  been  aecomplishf  A 
at  42  cents  per  mile. 

The  average  number  of  passengers  per  train  in  '^a 
United  States  is  estimated  at  54. 

The  average  number  of  miles  each  passenger  travels 
i:"     ti mated  at  18  miles. 

A«  '^r'  7.  the  cost  of  running  trains  at  50  cents  a  mile, 
o;j  i*0:    >!iJe8  t'auy,  it  would  cost  annually,  $146,000 

Leat'i  g  i>.net  income  u.  r  carrying  300  through  passen- 
gers, with  the  mails,  per  day,  $850,000 
The  freight  and  way  business  to  be  added  to  this  estimate. 


^ 


21 


19.  3. 
14.6. 
48.  4. 

6  miles 

S. 

0. 

L2. 

equal  to 
through 
les,  it  is 
ige  trav- 

miles  of 
.  short  of 
nt  nearly 

0,000  per 
it.  This 
dividend 
day  each 
lid  on  1st 


$876,000 
$120,000 

$996,000 


$146,000 

$850,000 
itp. 


NOTE  r. 


COMMERCE  OF  NEW  YORK  CITY. 

The  foil 'w'mg  tables  show  the  imports  and  exports  at  the  port 
of  Nivv  j' oik  for  the  past  year. 


IMPORTS — YEAR  ENDING 


July 

Aug. 

Sept. 

Oct. 

Nov. 

Dec. 

Jan. 

Feb. 

Mar. 

April 

May 

June 


Diitialile. 

$8,469,423 

13, Of)  1, 344 

7,887,190 

5,888,S81 

4,548,056 

4,407,715 

11,446,496 

7,723,961 

8,149,821 

9,311,661 

8,235,872 

6,229,205 


Free. 

$537,803 
707,633 
226,188 
165,303 
429,251 
362:858 
437,270 
662,993 
1,364,182 
1,674,330 
808,216 
514,851 


JUNE  30,  1850. 

Spi.'Cio. 

$327,007       $< 
60,739 

489,435 

572,614 

533,715 
1,381,824 

433,882 

581,362 

907,634 
1,095,598 
2,883,623 
1,234,682 


Total. 

$9,331,233 

13,629,716 

8,602,813 

6,626,798 

5,511,022 

6,152,397 

12,317,648 

8,968,316 

10,421,637 

12,081,589 

11,927,711 

7,978,738 


Total,    $95,359,625 

7,890,878 

10,502,115 

113,752,618 

EXPORTS — YEAR  EN.OtNG  JUNE    30,  1850. 

Domestic. 

Foreign. 

Specie. 

Total. 

July        $2,953,630 

419,979 

138,352 

3,511,961 

August       1.965,n3 

343,704 

359,368 

2,668,185 

September  1,808,500 

446,895 

326,384 

2,581,779 

October     1,746,739 

393,189 

1,830,518 

3,970,446 

Nov  ember  3,634,087 

309,063 

634,898 

4,628,048 

December  2,062,734 

638,342 

141,973 

2,843,049 

January     2,223,910 

946,981 

90,161 

3,261,052 

February  3,1H8,994 

324,395 

278,786 

3,792,175 

March       2, 96'), 634 

270,310 

172,087 

3,308,031 

April         3,146,151 

499,971 

290,407 

3,936,529 

May          3,010,977 

346,632 

'  741,735 

4,699,344 

June          3.071,207 

494,380 

8S0,434 

5,346,021 

Total     $33,227,676      5,433,841      5,885,103      44,546,620 


I-,K--/' 


22 


The  following  is  a  similar  statement  for  the  previous  year  ; 

IMPORTS — FEAR  ENDING  JUNE  30,  1849. 

Dntinble. 

Free. 

Specie. 

Total. 

July 

7,046,369 

650,055 

64,631 

7,761,075 

August 

9,796,778 

1,128,555 

138,855 

11,064,188 

Sept. 

8,168,294 

613,749 

197,098 

6,879,141 

October, 

5,136,332 

439,587 

127,998 

5,703,917 

Nov. 

4,518,565 

185,970 

104,971 

4,809,506 

Dec. 

3,251,940 

283,755 

70,488 

3,606,183 

January 

7,833,710 

525,634 

67,700 

8,416.944 

February 

'  8,257,786 

285,117 

21,323 

8,564,226 

March 

7,928,470 

591,849 

130,895 

8,661,214 

April 

5,608,158 

2,192,793 

6.''8,746 

6,639,702 

May 

5,779,628 

887,180 

1,137,932 

7,804,740 

June 

5,057,273 

344,430 

122,743 

5,524,446 

Total    $78,583,323 

8,028,679 

2,813,380 

89,425,282 

EXPORTS — TEAR  ENDING  JUNE  30,    1849. 

July 

$2,139,125 

112,479 

744,983 

2,996,587 

August 

2,230,909 

189,206 

331,031 

2,751,146 

Sept. 

2,926,213 

217,267 

561,445 

3,704,925 

October 

3,576,051 

246,713 

882,423 

4,705,187 

Novem. 

3,695,287 

201,378 

482,166 

4,378,851 

Decern. 

2,616,787 

407,265 

365,878 

2,389,930 

January 

2,109,059 

152,590 

222,582 

2,384,267 

Feb. 

2,190,649 

351,378 

106,651 

2,648,878 

March 

2,687,803 

330.691 

86,606 

3,104,900 

April 

2,655,819 

347,135 

85,691 

3,088,645 

May 

3,020,861 

551,991 

373,916 

3,946,768 

June 

3,317,740 

446,892 

596,411 

4,360,043 

Total 

$33,106,339 

3,553,88j 

4,739,903 

41,460,127 

RECAPITULATION. 

Below  is  a  recapitulation  of  the  lotaKs,  with  the  addition  of  the 
two  years  next  preceding  the  above. 


IMPORTS  OF  FOUR  VEAR8 


dt( 


Y«»r    •ind- 

Dutinble. 

Free. 

H|)Ct|P. 

Total.                      1 

P. 

iiiiJiinefiO. 

1847 

$65,203,532 

9,082,713 

8,307,38» 

82,593,625         \ 

cc 

1818 

62,312,451 

8.183,026 

1,173,400 

91,608.883          1 

h( 

1S49 

78,583,323 

8,02H,"79 

2,813,380 

89,425,28*2         | 

th 

1850 

95,359,006 

7,«90,87d 

10.602, 1 15 

113,752,618         1 

8C 

23 


EXPORTS  OF  FOUR  YEARS. 


jar  : 


Domestic. 

Foreign. 

Specie. 

Total. 

1847 

$43,021,382 

2,016,572 

905,841 

46,543.795 

1848 

33,637,844 

2.693,597 

12.028,794 

48,360,235 

1819 

33,166,339 

3.653,885 

4,739,903 

41,460,127 

1850 

33,227,676 

5,433,841 

6,885,103 

44,546,620 

AMOUNT  OF  DUTIES. 

The  amount  paid  for  duties  at  the  port  of  New  York  for  each  of 

the  last  four  fiscal  years,  is  as  follows,  viz. 

1847, 

1848, 

1849, 

1850,  -   -   - 


$17,342,461  86 
20,839,680  60 
19,811,334  56 
24,487,609  73 


NOTE  G, 

Progress  of  Sleam  JVocig-a/ton. 

The  first  American  steamboat  that  ever  completely  succeeded, 
was  launched  at  New  York,  Oct.  3,  1807,  and  run  upon  the 
Hudson  River.  The  steamer  Comet,  built  at  Glasgow  in  1811, 
to  navigate  the  Clyde, was  thejirsl practical Europeansleamvessel. 

In  1815,  the  steamer  Enterprise  made  the  first  steamboat  trip 
up  the  Mississippi,  from  New  Orleans  to  Pitsburgh,  in  28  days 
running  time.  In  1849,  the  same  voyage  was  performed  in  7  1-2 
days. 

Jan.  1, 1849,  the  number  of  steam  vessels  in  the  United  King- 
dom of  Great  Britain  and  Ireland,  had  reached  1147. 

From  1823  to  June  30,  1849,  2505  steam  vessels  were  built  in 
the  United  States. 

In  1830,  the  time  required  to  pass  from  Dublin  to  Holyhead  by 
steam  vessels  was  8  hours,  and  in  sailing  vessels  70  hours  was 
the  average  time,  In  1850,  the  samo  space  is  passed  by  steam- 
ers in  3  1-2  hours. 

In  1839,  the  British  Government  abandoned  the  work  of  build- 
ing sailing  ships  tur  warlike  purposes,  and  commenced  the  con- 
struction of  war  steamers,  since  kept  in  employ  as  mail  packets. 

The  main  reliance  of  England  seems  to  be  upon  the  fleets  of 
6teamshipa  which  she  has  afloat,  carrying  the  mails  in  diflerent 
parts  of  the  world,  which  ships  have  been  built  under  the  super- 
vision of  the  Admiralty,  and  are  capable  in  all  respects  of  being 
converted  into  ships  of  war,  and  of  carrying  ordnance  of  the 
heaviest  description.  They  are  completely  under  the  control  of 
the  government,  and  can  be  taken  at  any  time  for  the  public 
service. 


<>■--%. 


24 

It  is  calculated,  no  doubt  correctly,  that  the  crews  will,  for  the 
most  part,  stick  by  the  ships,  happen  what  may.  Thus,  efficient 
war  steamers,  in  great  numbers,  are  always  ready,  which  cost 
the  government  comparatively  little,  do  not  excite  the  jealousy  of 
other  maritune  powers,  and  which,  moreover,  serve  to  stimulate 
and  open  up  new  sources  of  commerce. 

This  system  was  commenced  in  1839,  when  a  contract  was 
entered  into  with  Mr,  Cunard  and  his  associates,  for  the  convey- 
ance of  the  mails,  via  Halifax  to  Boston,  in  five  steamers  of  the 
first  class,  for  £85,000,  or  about  ^25,000  per  annum 

In  184G,  the  government  enlarged  the  contract  with  Mr  Cu- 
nard and  his  associates,  by  adding  four  ships,  to  run  from  Liver- 
pool to  New  York,  and  increased  the  compensation  to  £145,000, 
or  about  ^725,000  per  annum. 

In  the  year  1840,  a  contract  was  made  by  the  Admiralty  with 
the  Royal  Mail  Steam  Packet  Company,  at  £240,000  sterling,  or 
^1,200,000  per  annum,  for  fourteen  steamers,  to  carry  the  mails 
from  Southampton  to  the  West  Indies,  the  ports  of  Mexico  on 
the  Gulf,  and  to  New  Orleans,  Mobile,  Savannah  and  Charles- 
ton. These  ships  are  of  the  largest  class,  and  are  to  conform,  in 
all  respects  concerning  adaptation  to  the  purposes  of  war,  to  the 
conditions  prescribed  in  the  Cunard  contract. 

Another  contract  has  recently  been  entered  into  for  two  steam- 
ships, to  run  between  Bermuda  and  New  York. 

These  three  lines  employ  twenty-five  steamers,  of  the  largest 
and  most  efficient  description. 

In  addition  to  the  above,  a  contract  was  made,  first  of  January 
1845,  with  the  Peninsula  and  Oriental  Steam  Navigation  Com- 
pany, for  a  line  of  similar  steamers,  seven  in  number,  from  Eng- 
land to  the  East  Indies  and  China,  at  £100,000  sterling,  or 
^800,000  per  annum.  This  line  passes  from  Southampton,  via 
Gibraltar  and  Malta,  to  Alexandria,  in  Kpypt;  thence  the  route 
continues  overland  to  Suez,  at  the  head  of  the  Red  Sea,  whence 
the  steamers  again  start,  touching  at  Aden,  Bombay,  and  at  Point 
de  Calle,  in  the  Island  of  Ceylon;  from  whence  they  proceed  to 
Singapore  and  Hong  Kong.  There  is  a  branch  line,  connecting 
with  this,  from  Point  de  Galle  to  Calcutta,  touching  at  Madras. 

A  contract  was  made  fir.st  of  July,  184(),  for  a  Pacific  line  of 
British  steamor.-*,  four  in  number,  running  from  Valparaiso  to 
Panama,  touching  at  intermediate  ports.  This  line  connects 
overland,  from  Panama  to  Cliagres,  with  the  West  India  line. 

Beside  these,  there  were  in  1818,  twelve  more  lines  of  govern- 
ment steamers  running  between  Great  liritain  and  the  continent 
of  Europe,  making  a  grand  aggregate  at  that  time,  of  115  ocean 
steam  ships,  fitted  for  war  purposes  and  controlled  by  the  gov- 
ernment. 

Tliis  number  has  been  sinrc  augmented.  Parliauicnt  has  ex- 
tened  t!io  mail  steamship  system  to  Australia,  as  well  as  other 
^'Orts  of  the  British  dominions. 


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